Driving mechanism for automobiles.



No. 700,786. Patented May 27, I902.f*

A. L. KULL.

DRIVING MECHANISM FOR AUTOMOBILES.

(Application filed Apr. 2, 1901. Renewed Dec. 9, 1901.) (No Model.) 2 8heeis-Shaat l.

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No. 700,786. Patented May 27, I902.

. A. L. KULL. I

DRIVING MECHANISM FOR AUTOMOBILES. (Application filed Apr. 2, 1901. Renewed Dec. 9, 1901.)

(No Model.) 2 Sheets-Sheet 2.

lllllllll UNITED ST TES PATENT @FFIGE.

ALBERT L. KULL, OF CAMDEN, NEW JERSEY.

DRIVING MECHANISM FOR AUTOMOBILES.

SPECIFICATION forming part of Letters Patent No. r May 1902- Application filed April 2, 1901. Renewed December 9, 1901. Serial No. 35,252. (No mcdelJ' T0 aZZ whont it Huey concern.-

Be it knownthat I, ALBERT L. KULL, a citizen of the United-States, residing at Camden,in the county of Camden and State of New Jersey,have invented certain new and useful Improvements in DrivingMechanism for Au tomobiles, of which the following is a specification.

My invention has relation to the driving mechanism for automobiles and similar vehicles; and in such connection it relates to the construction and arrangement of the parts comprising the driving mechanism.

The nature and scope of my invention will be more fully understood from the following description when taken in connection with the accompanying drawings, forming part hereof, in which Figure l is a top or plan view of the frame, running-gear, and driving mechanism of an automobile embodying main featuresof my invention. tional View on the line 2 2 and illustrating the means for regulating the speed of the vehicle. Fig. 3 is a vertical sectional view on the line 3 3 of Fig. 2. Fig. 4 is a similar view on the line 4: at of Fig. 2. Figs. 5 and 6 are enlarged detail views of one of the adjustable bearings for the driven shaft.

Referring to the drawings, a represents the engine, having a driving-shaft a, adapted to drive, through a sprocket-and-chain connection I), the driven shaft 0. The shaft 0 drives an intermediate shaft d through a sprocketand-chain connection d. At either end of the intermediate shaft cl are secured the sprocket-wheels d and d which transmit, through the chains (1, the motion of the shaft (Z to the sprocket-wheels (Z secured to the hubs of the rear or driving wheels (I of the vehicle, as hereinafter more particularly described. The shaft d is provided with the usual compensating gear mechanism (not shown) and inclosed in the housing d The axle e for the wheels (1 of the vehicle is stationary, and the framework 6 is directly secured to the axle c, which thus forms part of the frame and imparts great strength and rigidity thereto. The shaft d is carried at either end in a bearing-block c slidable in a box 0 and adapted to be adjusted in said box by means of adjusting-screws 0 as clearly Fig. 2'is an enlarged cross-sec-' illustrated in Figs. 5 and 6. The shaft (1 is likewise or similarly supported in adjustable bearing-blocks, and thus both shafts may be readily and quickly adjusted to take npthe slack in the chain connection I), in the'chain connection d, or in the chains d. This easy manner of adjustment is a-valuable feature in vehicles of this class, where stoppages are frequently due to the loosening of the chain connections.

The means for regulating the speed of the vehicle consists, preferably, of the following arrangement of parts: Upon the shaft 0 is arranged a speed changing and reversing gear mechanism f and f of well-known construction, which is connected with a sleeve 0, carrying the sprocket -wheel 0 which drives the chain cl. Referring now to Figs. 2 and 3, this sleeve 0 carries a housing g, inclosing a disk h, which is fixed to the shaft 0, and to the disk h a split ring h is socured by a bolt W. The free ends of the ring 72. are connected to the toggle-levers M, which are pivoted to and adapted to be advanced or retracted by a lever-arm 71 The free end of the lever-arm 72. extends into and engages the interior conical surface of a tubular extension 71 which projects from a grooved collar h, adapted to be engaged by a forked clutch 7L7 under the control of the operator and adapted to shift the tubular extension 72 toward or away from the free end of the arm 71*. When the tubular extension 71 is shifted inward toward the arm h, the free end of said arm is depressed and the toggle-levers are advanced to clamp the ring h, carried by the disk 7i, to the housing When thus clamped together, the shaft 0 transmits its motion directly to the housing g and sprocket-wheel c and the shaft 61 is therefore driven directly by the said shaft c. Of course it will be readily understood that when the shaft d is to be thus driven the speed changing and reversing gear mechanism f and f is thrown out of operation by releasing the band f or P, which controls the mechanismforf.

Having thus described the nature and object of my present invention, what I claim as new, and desire to secure by Letters Patent, 1s-

In an automobile, a shaft driven directly by the main driving-shaft, a sleeve siiri-ennd- I ing the driven shaft, 2, sprocket-wheel secured to said sleeve, 2 housing carried by said sleeve, a disk carried by the driven housing, substantially as and for the piir- 16 poses described.

In testimony whereof I have hereunto set my signature in the presence of two subscribshaft, a split ring secured to said disk, and ing witnesses. extending within the housing, a toggle connection between the free ends of said ring and means for expanding said toggled connection to clamp the band and disk to the ALBERT L. KULL. Witnesses:

J. WALTER DOUGLASS, THOMAS M. SMITH. 

